JP6832762B2 - Body side structure - Google Patents

Description

The present invention relates to a vehicle body side structure, particularly a vehicle body side structure that secures a vehicle interior volume against vehicle body deformation caused by load application caused by a collision from the side of the vehicle.

A load may inevitably act on the vehicle due to a collision from the side. In recent years, in many vehicles, a strength member called a door beam is provided inside the door in order to suppress deformation of the door caused by such a load from the side. For example, in Patent Document 1 below, by arranging a door beam made of a high-strength steel plate having a specified cross-sectional shape inside the door, excellent drag against a load from the side and energy absorption are ensured.

JP-A-2010-149841

By the way, in order to secure the vehicle interior volume against the vehicle body deformation caused by the above-mentioned load from the side of the vehicle, for example, it is necessary to suppress the deformation of the B pillar. In such a case, it is conceivable that the door beam not only suppresses the deformation of the door, but also functions to, for example, engage with a member of the door in the vehicle front-rear direction to suppress the deformation of the B pillar by the tensile strength. In that case, for example, a configuration is required in which a door beam disposed inside the rear door is engaged with the rear quarter portion, and the tensile strength of the door beam effectively acts as a B-pillar deformation suppressing force.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle body side structure capable of suppressing deformation of a B-pillar and more effectively securing a vehicle interior volume. is there.

The vehicle body side structure according to claim 1 for achieving the above object is
In the vehicle body side structure for countering the load from the side of the vehicle, a first strength member which is arranged inside the door of the vehicle and has tensile strength substantially linearly in the front-rear direction of the vehicle, and the first strength member. The first engaging means for engaging the door with the wheel accommodating portion of the vehicle body on a substantially extension line in the tensile strength direction of the door, and the first engaging means, which is arranged inside the door and has a tensile strength substantially linearly in the vehicle front-rear direction. Then, the portion of the first strength member opposite to the wheel accommodating portion side in the front-rear direction of the vehicle is coupled to the portion of the first strength member opposite to the wheel accommodating portion side, and the end portion on the wheel accommodating portion side is the first strength. A second strength member arranged at a position different from the end portion of the member on the wheel accommodating portion side, and the rear door on a substantially extension line (hereinafter, also simply referred to as extension) of the second strength member in the tensile strength direction. A second engaging means for engaging the wheel accommodating portion, an end portion of the first strength member on the wheel accommodating portion side and the wheel accommodating portion side of the second strength member, which are arranged inside the door. It is characterized in that it is provided with a third strength member for connecting the end portion of the wheel.

According to this configuration, the end portion of the first strength member on the wheel accommodating portion side (hereinafter, simply referred to as the wheel side end portion) to which the portion opposite to the wheel accommodating portion (hereinafter, also simply referred to as the wheel opposite side portion) is connected. The wheel side ends of the second strength member and the second strength member are directly or indirectly engaged with the wheel accommodating portion at different positions by the first engaging means and the second engaging means, respectively. When a load from the side acts, a tensile force is generated on the first strength member and the second strength member. At this time, a compressive force acts on the third strength member connecting the wheel side end portion of the first strength member and the wheel side end portion of the second strength member, and the wheel side end portion and the second strength of the first strength member. The wheel-side ends of the members are restricted from being displaced so that they are close to each other. Further, even if a vehicle lateral load that rotates the positions of the first strength member and the second strength member in the clockwise direction or the counterclockwise direction acts in the rear view of the vehicle (= front view of the vehicle), the third strength Since the wheel side end of the first strength member and the wheel side end of the second strength member are separated by interposing the member, the first strength member and the second strength member are hard to be displaced, and therefore the vehicle side. When a square load is applied, a tensile force is surely generated on the first strength member and the second strength member. As a result, the tensile strength of the first strength member and the tensile strength of the second strength member effectively act as a B-pillar deformation suppressing force with respect to the vehicle lateral load, and as a result, the vehicle interior capacity can be secured.

The vehicle body side structure according to claim 2 is the vehicle body side structure according to claim 1, wherein the first strength member, the second strength member, and the third strength member are all beam members, and the first strength member. The strength member is arranged so that the longitudinal direction of the beam member faces the front-rear direction of the vehicle, and the second strength member is vertically oriented so that the longitudinal direction of the beam member is downward at the end on the wheel accommodating portion side. The third strength member is slanted and arranged in the front-rear direction of the vehicle, and the third strength member is slanted in the vertical direction so that the end portion of the beam member opposite to the wheel accommodating portion side is downward. It is characterized in that it is arranged in the front-rear direction.

According to this configuration, an appropriate truss structure can be formed by the first to third strength members made of beam members, and the wheel side end of the first strength member is subjected to the second strength by the door lock mechanism and the door hinge. The wheel side end of the member can be easily and reliably engaged with the wheel accommodating portion at different positions by the door catcher mechanism and the door hinge.

In the vehicle body side structure according to claim 3, in the vehicle body side structure according to claim 1, a fourth strength member having tensile strength substantially linearly in the vehicle front-rear direction comprises the door and the B pillar. It is arranged inside the adjacent doors adjacent to each other via the B pillar, and the fourth strength member and the adjacent end portions of the first strength member are engaged with each other via the B pillar.

According to this configuration, when a vehicle lateral load is applied, a tensile force acts not only on the first strength member and the second strength member but also on the fourth strength member arranged inside the adjacent door, and these The tensile strength of the strength member acts more effectively as a B-pillar deformation suppressing force with respect to the vehicle lateral load, and as a result, the vehicle interior capacity can be maintained more reliably.

The vehicle body side structure according to claim 4 is the vehicle body side structure according to any one of claims 1 to 3, wherein the third strength member is a wheel accommodating portion side of the first strength member. characterized by connecting the wheel housing part side of the end of the the end second strength member to a linear linear.

According to this configuration, since the third strength member linearly connects the first strength member and the second strength member, the third strength member is less likely to buckle even when a compressive force acts.

The vehicle body side structure according to claim 5 is the vehicle body side structure according to any one of claims 1 to 4, wherein the first strength member and the second strength member are mutually connected to the wheel accommodating portion side. It is characterized in that the ends on the opposite sides are joined to each other.

According to this configuration, in particular, with respect to a vehicle lateral load that rotates the positions of the first strength member and the second strength member in the clockwise direction or the counterclockwise direction in the vehicle rear view (= vehicle front view). The displacement of the first strength member and the second strength member can be effectively suppressed.

As described above, according to the present invention, when a load from the side of the vehicle acts, a tensile force is generated on the first strength member and the second strength member, and a compressive force acts on the third strength member accordingly. Therefore, the displacement of the first strength member and the second strength member is regulated, and even if a vehicle side load that rotates the positions of the first strength member and the second strength member acts, they are interposed between the two. Since the first strength member and the second strength member are not easily displaced by the mounted third strength member, a tensile force is surely generated on the first strength member and the second strength member when a vehicle lateral load is applied, and these forcefully generate a tensile force. The tensile strength of the first strength member and the tensile strength of the second strength member effectively act as a B-pillar deformation suppressing force with respect to the vehicle lateral load, and as a result, the vehicle interior capacity can be secured.

It is a schematic block side view which shows one Embodiment of the vehicle to which the body side structure of this invention is applied. It is a detailed explanatory view of the vehicle body side structure of FIG. It is explanatory drawing of the door catcher mechanism provided in the body side structure of FIG. It is explanatory drawing of the operation of the vehicle body side structure of FIG. It is explanatory drawing of the operation of the vehicle body side structure of FIG.

Hereinafter, an embodiment of the vehicle body side structure of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic configuration side view of a vehicle in which the vehicle body side structure of this embodiment is applied to a rear door. This vehicle is, for example, a station wagon type passenger vehicle, and front doors (adjacent doors) 6 and rear doors (doors) 8 are arranged on the left and right sides of the vehicle body. Similar to a well-known passenger car, the A pillar (front pillar) 10 is located in front of the front door 6 and the B pillar (center pillar) 12 is located between the front door 6 and the rear door 8 behind the rear door 8. C-pillars (rear quarter pillars) 14 are provided on the left and right sides of the vehicle body. Generally, the upper end portions of these pillars 10 to 14 are connected to the roof portion 16 of the vehicle body, and the lower end portion is connected to the side sill portion 18 (which may not have a pillar shape).

These pillars 10 to 14 are generally formed by connecting an outer member and an inner member made of a metal plate material such as a steel plate to a hollow closed cross section, and a metal plate material such as a reinforcement member made of a steel plate between the two. A stiffening member called a stiffener may be interposed. For example, the C-pillar 14 is configured by interposing a reinforcement C-pillar between the C-pillar outer formed on the rear quarter panel outer and the C-pillar inner formed on the rear quarter panel inner.

Further, below the rear quarter panel inner, for example, a rear arch inner forming the outer surface in the vehicle width direction of the rear wheel house and a wheel apron forming the inner surface in the vehicle width direction of the rear wheel house are connected. Therefore, in this case, the C-pillar 14 is a part of the rear quarter portion (wheel accommodating portion) 20.

In this vehicle, the front door 6 is supported by two upper and lower front door hinges 22 provided between the A pillar 10 and the front door 6 so as to be openable and closable, as in a general passenger car. Further, the front door 6 is maintained in a closed state by a front door lock mechanism 24 provided between the B pillar 12 and the front door 6. Therefore, the front door hinge 22 is an engaging means between the A pillar 10 and the front door 6, and the front door locking mechanism 24 is an engaging means (when the door is closed) between the B pillar 12 and the front door 6. The front door lock mechanism 24 of this embodiment is provided at the same height as the upper front door hinge 22. Similarly, the rear door 8 is rotatably supported by two upper and lower rear door hinges 26 provided between the B pillar 12 and the rear door 8. Further, the rear door 8 is maintained in a closed state by a rear door lock mechanism 28 provided between the C pillar 14 and the rear door 8. Therefore, the rear door hinge 26 is an engaging means between the B pillar 12 and the rear door 8, and the rear door locking mechanism 28 is an engaging means (when the door is closed) between the C pillar 14 and the rear door 8. The rear door lock mechanism 28 of this embodiment is provided at the same height as the upper rear door hinge 26. The door hinges 22 and 26 have a well-known hinge structure, and the door lock mechanisms 24 and 28 are well-known locking mechanisms including, for example, a latch and a striker.

In the vehicle of this embodiment, at least one front door beam 36 is provided inside the front door 6 as a strength member (fourth strength member) that resists a load from the side of the vehicle. The front door beam 36 shown in the figure is arranged so that the longitudinal direction of the beam member is directed in the linear direction connecting the upper front door hinge 22 and the front door lock mechanism 24, and the front end portion is coupled to the front end portion of the front door 6 and rear. The end is coupled to the rear end of the front door 6. Therefore, the front door beam 36 has tensile strength in the front-rear direction of the vehicle, is engaged with the A pillar 10 by the upper front door hinge 22, and is engaged with the B pillar 12 by the front door lock mechanism 24. In other words, in the extension of the front door beam 36 in the tensile strength direction, the front door 6 is engaged with the A pillar 10 by the upper front door hinge 22, and is engaged with the B pillar 12 by the front door lock mechanism 24. The front door beam 36 is made of a high-strength steel plate, for example, as described in Patent Document 1 described above.

Further, for joining the front door beam 36 and the metal plate material constituting the front door 6, for example, a steel plate, for example, the structure described in Patent Document 1 described above is used. The front door beam 36 not only suppresses the deformation of the front door 6 with respect to the load from the side of the vehicle, but also engages with a member in front of the vehicle, for example, the front fender portion 4 via the A pillar 10, for example. A tensile force is generated in the front-rear direction of the vehicle. As a result, as will be described later, the tensile strength of the front door beam 36 effectively acts as a B-pillar deformation suppressing force, and as a result, the vehicle interior volume can be secured.

Further, in the vehicle of this embodiment, rear door beams 38 to 40 as strength members that resist the load from the side of the vehicle are also arranged inside the rear door 8. The plurality of rear door beams 38 to 40 described later are formed of, for example, a high-strength steel plate as described in Patent Document 1 described above, and include a metal plate material constituting the rear door beams 38 to 40 and the rear door 8, for example, a steel plate. For example, the structure described in Patent Document 1 described above is also used for the binding of. In this embodiment, as is clearly shown in FIG. 2, the length of the beam member in the linear direction connecting the upper rear door hinge 26 and the rear door lock mechanism 28 on the extension line of the front door beam 36 in the vehicle front-rear direction (= tensile strength direction). The rear door upper beam 38 as the first strength member arranged in the direction is arranged in the front-rear direction of the vehicle at an angle in the vertical direction so that the rear end side is downward from the upper rear door hinge 26. The rear door lower beam 39 as the second strength member and the rear door connecting beam 40 as the third strength member linearly connecting the rear end portion of the rear door upper beam 38 and the rear end portion of the rear door lower beam 39 are rear doors. 8 It is arranged inside.

Of these, since the rear door upper beam 38 has a tensile strength in the vehicle front-rear direction, the rear door 8 is engaged with the B pillar 12 by the upper rear door hinge 26 by the extension of the rear door upper beam 38 in the tensile strength direction, and the rear door lock. The mechanism (first engaging means) 28 engages the C-pillar 14, that is, the rear quarter portion 20. Further, in this embodiment, the front end portion of the rear door upper beam 38 and the front end portion of the rear door lower beam 39 are connected (coupled) via individual short beam members 42, for example, as shown in FIG. .. Since the front end of the rear door upper beam 38 is connected to the front end of the rear door 8 at the position of the upper rear door hinge 26, the front end of the rear door upper beam 38 and the front end of the rear door lower beam 39 are engaged with the B pillar 12. It is matched. Further, as described above, since the rear end portion of the front door beam 36 is engaged with the B pillar 12 by the front door lock mechanism 24, the front end portion of the rear door upper beam 38 and the front end portion of the rear door lower beam 39 are B. It is engaged with the rear end portion of the front door beam 36 via the pillar 12.

As described above, since the rear end portion of the rear door upper beam 38 is coupled to the rear end portion of the rear door 8 at the position of the rear door lock mechanism 28, the rear end portion of the rear door upper beam 38 is via the rear door lock mechanism 28. It is engaged with the C-pillar 14, that is, the rear quarter portion 20. On the other hand, the rear end portion of the rear door lower beam 39 is engaged with the rear quarter portion 20 of the rear quarter portion 20 via the rear door catcher mechanism 30 provided at the lower part of the C pillar 14. In other words, since the rear door lower beam 39 also has a tensile strength in the vehicle front-rear direction, the rear door 8 is engaged with the B pillar 12 by the upper rear door hinge 26 by the extension of the rear door lower beam 39 in the tensile strength direction, and the rear door The catcher mechanism (second engaging means) 30 engages with the C-pillar 14, that is, the rear quarter portion 20.

As shown in FIG. 3, for example, the rear door catcher mechanism 30 is provided at a fitting member 32 projecting rearward from the rear end portion of the metal plate material constituting the rear door 8 and below the C pillar 14 of the rear quarter portion 20. It is composed of the receiving member 34. An engaging portion 32a that spreads like a flange from the base portion is formed at the protruding tip portion of the fitting member 32, and a fitting groove 34a into which the engaging portion 32a is fitted is formed in the receiving member 34 when the rear door 8 is closed. Has been done. Therefore, when the rear door 8 is closed, the engaging portion 32a of the fitting member 32 is fitted into the fitting groove 34a of the receiving member 34. In this state, for example, when a tensile force acts on the rear door catcher mechanism 30 in the front-rear direction of the vehicle, the engaging portion 32a engages with the fitting groove 34a and movement is restricted. Therefore, as will be described later, when a load from the side of the vehicle acts on the rear door lower beam 39 to generate a tensile force in the vehicle front-rear direction, the rear door lower beam 39 is moved in the vehicle front-rear direction by the rear door catcher mechanism 30. Be regulated. The rear door connecting beam 40 is directly coupled to the rear end portion of the rear door upper beam 38 and the rear end portion of the rear door lower beam 39, for example, as shown in FIG. As a result, the rear door connecting beam 40 is arranged so as to be oblique in the vertical direction so that the front end portion is downward and toward the front-rear direction of the vehicle.

FIG. 4 is a plan view schematically showing the vehicle body side structure of this embodiment. In the figure, only the rear door upper beam 38 is typically shown as the rear door beams 38 to 40 inside the rear door 8. For example, as shown in the figure, the front end of the front door beam 36 is engaged with the A pillar 10, the rear end of the rear door upper beam 38 is engaged with the C pillar 14, that is, the rear quarter portion 20, and the rear of the front door beam 36. When the end portion and the front end portion of the rear door upper beam 38 are engaged via the B pillar 12, when a load is applied from the vehicle side as shown by the white arrow in the figure, the front door beam 36 and A tensile force is generated on the rear door upper beam 38.

In order to secure the vehicle interior volume with respect to the vehicle lateral load, for example, it is effective to suppress the deformation of the B pillar 12, and for that purpose, for example, the tensile strength of the front door beam 36 and the rear door upper beam 38 is effective. It works. As is well known, the tensile strength is the breaking strength in the tensile direction. Therefore, the vehicle side load is converted into the tensile force of the front door beam 36 and the rear door upper beam 38, and the deformation of the B pillar 12 is caused by the tensile strength. If it can be suppressed, the vehicle interior volume can be effectively secured.

FIG. 5 schematically shows the rear door upper beam 38, the rear door lower beam 39, and the rear door connecting beam 40 in this embodiment. As described above, and as shown by the solid white arrows in FIG. 5, a tensile force is generated on the rear door upper beam 38 when a load from the vehicle side is applied, but the front end portion of the rear door lower beam 39 Is coupled to the front end portion of the rear door upper beam 38, and the rear end portion of the rear door lower beam 39 is engaged with the rear quarter portion 20, so that a tensile force is also generated on the rear door lower beam 39 when a vehicle lateral load is applied. At this time, since the rear door lower beam 39 is arranged so as to be oblique in the vertical direction so that the rear end portion is downward and toward the vehicle front-rear direction, for example, when a tensile force is generated, the rear end portion is moved upward. Try to move. However, since the rear door connecting beam 40 is interposed between the rear end portion of the rear door lower beam 39 and the rear end portion of the rear door upper beam 38, a compressive force is generated in the rear door connecting beam 40 (what is sliding contact? Although it can be regarded as a truss structure), the displacement of the rear end portion of the rear door lower beam 39 that tends to move upward is regulated.

Further, since the rear door connecting beam 40 is interposed between the rear end portion of the rear door upper beam 38 and the rear end portion of the rear door lower beam 39, they are separated from each other. If the load from the side of the vehicle is such that the positions of the rear door upper beam 38 and the rear door lower beam 39 are rotated in the rear view of the vehicle (= front view of the vehicle) as shown by the dashed arrow in FIG. Even in such a case, since the rear end portion of the rear door upper beam 38 and the rear end portion of the rear door lower beam 39 are separated from each other, the displacement of the rear door upper beam 38 and the rear door lower beam 39, particularly the rear door lower beam 39 side, is suppressed. .. If the rear door beams 38 to 40 are displaced with respect to such an input, it becomes difficult for the rear door beams 38 to 40 to generate a tensile force with respect to the vehicle lateral load. If no tensile force is generated in the rear door beams 38 to 40, the tensile strength of the rear door beams 38 to 40 does not effectively function as a deformation suppressing force of the B pillar 12. On the other hand, in the vehicle body side structure of this embodiment, the displacement of the rear door upper beam 38 and the rear door lower beam 39 is regulated or suppressed, and as a result, the rear door upper beam 38 and the rear door are applied when a vehicle lateral load is applied. A tensile force is surely generated in the lower beam 39. Therefore, the tensile strength of the rear door upper beam 38 and the rear door lower beam 39 effectively acts as a deformation suppressing force of the B pillar 12 with respect to the vehicle side load, and as a result, the vehicle interior volume can be secured.

As described above, in the vehicle body side structure of this embodiment, in order to secure the vehicle interior volume against the load from the vehicle side, the rear door upper beam (first) having tensile strength linearly in the vehicle front-rear direction. The strength member) 38 is arranged inside the rear door 8 of the vehicle, and the rear end portion is engaged with the rear quarter portion 20 of the vehicle body by the rear door lock mechanism (first engaging means) 28. Further, a rear door lower beam (second strength member) 39 having tensile strength linearly in the front-rear direction of the vehicle and whose front end portion is coupled to the front end portion of the rear door upper beam 38 is arranged inside the rear door 8 of the vehicle. The rear end of the rear door lower beam 39 is engaged with the rear quarter portion 20 by the rear door catcher mechanism (second engaging means) 30 at a position different from the engagement position of the rear door upper beam 38 with the rear quarter portion 20 by the rear door lock mechanism 28. .. Then, the rear end portion of the rear door upper beam 38 and the rear end portion of the rear door lower beam 39 are linearly connected by a rear door connecting beam (third strength member) 40 arranged inside the rear door 8.

Therefore, when a load from the side of the vehicle acts, a tensile force is generated on the rear door upper beam 38 and the rear door lower beam 39, and a compressive force acts on the rear door connecting beam 40 accordingly, and the rear end portion of the rear door upper beam 38 And the rear end of the rear door lower beam 39 is restricted from being displaced so as to be close to each other. At this time, since the rear door connecting beam 40 linearly connects the rear door upper beam 38 and the rear door lower beam 39, the rear door connecting beam 40 is unlikely to buckle even when a compressive force acts.

Further, even if a vehicle side load that rotates the positions of the rear door upper beam 38 and the rear door lower beam 39 in the clockwise direction or the counterclockwise direction acts in the vehicle rear view (= vehicle front view), the rear door connecting beam Since the rear end of the rear door upper beam 38 and the rear end of the rear door lower beam 39 interposing the 40 are separated from each other, the rear door upper beam 38 and the rear door lower beam 39 are difficult to be displaced, and therefore a vehicle lateral load acts. When this happens, a tensile force is surely generated on the rear door upper beam 38 and the rear door lower beam 39. As a result, the tensile strength of the rear door upper beam 38 and the tensile strength of the rear door lower beam 39 effectively act as a B-pillar deformation suppressing force with respect to the vehicle side load, and as a result, the vehicle interior capacity can be secured.

Further, the rear door upper beam 38 is arranged so that the longitudinal direction of the beam member faces the front-rear direction of the vehicle, and the longitudinal direction of the beam member is inclined in the vertical direction so that the rear end portion is downward so as to face the front-rear direction of the vehicle. The rear door lower beam 39 was arranged, and the rear door connecting beam 40 was arranged so that the longitudinal direction of the beam member was oblique in the vertical direction so that the front end portion was downward and the vehicle was directed in the front-rear direction. Therefore, an appropriate truss structure can be configured by the three rear door beams 38 to 40, the rear end of the rear door upper beam 38 is the rear door lock mechanism 28, and the rear end of the rear door lower beam 39 is the rear door catcher mechanism 30. Therefore, it is possible to easily and surely engage the rear quarter portion 20 at different positions. Further, this makes it easy to implement the vehicle body side structure, and the degree of freedom in design is not easily hindered.

Further, the rear end of the front door beam 36 arranged inside the front door 6 and the front end of the rear door upper beam 38 and the rear door lower beam 39 are engaged with each other via the B pillar 12, so that the vehicle side load is applied. When acted, a tensile force acts not only on the rear door upper beam 38 and the rear door lower beam 39 but also on the front door beam 36, and the tensile strength of these door beams acts more effectively as a B-pillar deformation suppressing force with respect to the vehicle side load. As a result, the vehicle interior capacity can be maintained even more reliably.

In this embodiment, the front door beam 36, the rear door upper beam 38, and the rear door lower beam 39 are engaged with each other by the rear door hinge mechanism 26 and the front door lock mechanism 24 via the B pillar 12, for example, the front. The rear end portion of the metal plate member constituting the door 6 and the front end portion of the metal plate member constituting the rear door 8 may be directly engaged with each other.

Further, in this embodiment, the three rear door beams 38 to 40 arranged inside the rear door 8 have been described, but the vehicle body side structure of the present invention is the front door beam arranged inside the front door. Can be applied in the same way. In that case, for example, the front door lower beam is arranged below the front door beam, the front end portion of the front door lower beam is engaged with the A pillar, that is, the front fender portion by the lower front door hinge, and the front end portion of the front door beam is engaged. The front end of the front door lower beam may be connected by the front door connecting beam.

It goes without saying that the present invention includes various embodiments not described above. Therefore, the technical scope of the present invention is defined only by the matters specifying the invention described in the claims that are valid from the above description.

4 Front fender 6 Front door (adjacent door)
8 Rear door (door)
12 B-pillar 14 C-pillar 20 Rear quarter (wheel housing)
28 Rear door lock mechanism (first engaging means)
30 Rear door catcher mechanism (second engaging means)
36 Front door beam (4th strength member)
38 Rear door upper beam (first strength member)
39 Rear door lower beam (second strength member)
40 Rear door connecting beam (third strength member)

Claims (5)

In the vehicle body side structure to counter the load from the vehicle side
A first strength member arranged inside the door of the vehicle and having a tensile strength substantially linearly in the front-rear direction of the vehicle.
A first engaging means for engaging the door with the wheel accommodating portion of the vehicle body on a substantially extension line in the tensile strength direction of the first strength member.
It is arranged inside the door and has tensile strength substantially linearly in the vehicle front-rear direction, and the portion opposite to the wheel accommodating portion side in the vehicle front-rear direction is opposite to the wheel accommodating portion side of the first strength member. A second strength member that is coupled to the side portion and whose end on the wheel accommodating portion side is arranged at a position different from the end on the wheel accommodating portion side of the first strength member.
A second engaging means for engaging the rear door and the wheel accommodating portion on a substantially extension line in the tensile strength direction of the second strength member.
A third strength member, which is disposed inside the door and connects the end of the first strength member on the wheel housing portion side and the end of the second strength member on the wheel housing portion side.
The body side structure is characterized by being equipped with. The first strength member, the second strength member, and the third strength member are all beam members.
The first strength member is arranged so that the longitudinal direction of the beam member faces the front-rear direction of the vehicle.
The second strength member is arranged so that the longitudinal direction of the beam member is oblique in the vertical direction so that the end portion on the wheel accommodating portion side is downward and the beam member is oriented in the front-rear direction of the vehicle.
The third strength member is characterized in that the beam member is arranged in the front-rear direction of the vehicle at an angle in the vertical direction so that the end portion on the side opposite to the wheel accommodating portion side is downward. The vehicle body side structure according to claim 1. A fourth strength member having a tensile strength substantially linearly in the front-rear direction of the vehicle is arranged inside the adjacent door adjacent to the door via the B pillar.
The vehicle body side structure according to claim 1 or 2, wherein the fourth strength member and adjacent end portions of the first strength member are engaged with each other via the B pillar. Wherein the third strength member is characterized by connecting the said wheel housing portion side end of the first strength member said wheel housing portion side of the end portion and the second strength member of the straight linear Item 4. The vehicle body side structure according to any one of Items 1 to 3. The vehicle body side portion according to any one of claims 1 to 4, wherein the first strength member and the second strength member are coupled to each other at ends on the side opposite to the wheel accommodating portion side. Construction.

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